Carbureter for hydrocarbon-engines.



PATENTED MAY 3, 1904.

C. M. MOHLER.

GARBURETER FOR HYDROGARBON ENGINES.

AAPPLICATION FILED JULY 27. 1903.

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Ni'rnn 'STATES Patented May 3, 1904.

PATENT OFFICE.

CHARLES M. MOHLER, OF KENOSHA, VVISGONSIN.

SPECIFICATION forming part of Letters Patent No. 759,001, dated May 3, 1904.

Application led July 27, 1903. Serial No. 167,103. (No model.)

To (lf/. 'Ifo/1,0111, il; 'ln/(Ly con/cern.'

Be it known that il, CHARLES M. MonLnn, a citizen ot' the United States, residing at Kenosha,in the county et' Kenosha and State oi l/Viscousin, have invented certain new and usei'ul Improvements in Carbureters ior HydrocarbonEngincs, of which the following' is a specilication.

My invention relates to carbureters for hydrocarbon-engines, more particularly to devices comprising 'adjustable elements constructed and arranged to supply gasolcne and air in suitable quantities, mixture, and proportions by atmospheric pressure into a cylinder or chamber exhausted by the operation ol. a gas-engine, the mixture being' ultimately exploded and constituting the source oi' power.

One object of my invention is to provide a carbureter that will enable a suticient amount of gasolene and air for starting purposes to be drawn in by a relatively slow movement of the engine derived from outside sources to enable it to continue the -movement by its own explosions, rendering unnecessary the operating' oi' the gasolene-supplying device by hand l'or the initial impulses.

Another object of my invention is to produce a carbureter having a diluting-valve automatically opened when the engine is to be stopped and upon shutting off the throttlevalve admitting the explosive mixture in order that the exhausting' eifect oiE the iinal piston movements may be minimized by free ingress ot' air, thereby preventing the drawing' in of gasolene, which, not being explodedto drive the engine, is wasted.

A further object oi' my invention is to fashion a diluting-valve for a carbureter that is fully responsive to changing' pressures brought about by the variable speed of the engine and which when properly adjusted governs the amount and quality of the explosive mixture supplied at the lowest and up to the highest speed.

It also an object oli' my invention to make a carburetor in which the g'asolene is sprayed through a number of ducts that surround a central air-passage, to the axis oit' 'which thc ducts are inclined, thus directing sprays of gasolene across the column oi air and effecting a most intimate mixture between them.

An additional object of my invention is to create a carhureter wherein the sprayingducts. do not extend downwardly far beneath the g'asolene-surt'ace in the .l'luid-receptacle, thereby allowing a considerable fluid volume below the lower mouths of the ducts to collect water and foreign matter and permitting' the relatively pure gasolene to rise into the ducts.

I accomplish the objects above recited by constructing and associating' the parts as illustrated in the accompanying' drawings, et' which-- Figure l is a vertical sectional view showing all the parts assei'nbled. Fig. 2 is an end view looking into the conical throttle-valve which is detached. Fig. 3 is an outside view of the conical valve detached, the apex being toward the observer; and Fig. 4. an end 'View from the right ot' the operating-ring' detached and the starting and stepping lever pivotally carried by the rino'. Fig'. 5 represents -a vertical section of the operating-ring upon a plane including' its axis. ln this view the operating-lever has been added to indicate its position with relation to the cam-lug' upon the inside of the ring. Fig. G is an end view of the ring' and side view et the lever from the lett.

Like characters refer to like parts in the several views.

Each element is seijiarately mentioned and its individual o'lice, together with the mode of operation of the whole, is fully explained herein.

lnclosing the details and forming the body of the invention is a casing' consisting ot' the hollow cylindrical portion marked l, by way oitA which the mixed air and gasolene-spray passes to the engine and which is actually the mixing-chamber tor air entering through the diluting-valve and the air overcharged with g'asolene entering by way of the combining-tube 2. Tube 2 has at its upper end a threaded connection with cylinder l, and near the lower end it is extended horizontally into a dish-liange 3, that possesses near its rim a circumferential seat or shoulder 4, occupied by a ring-gasket that directly supports the cylindrical wall 6 of the float-chamber 7. wWall 6 may be of transparent glass to render always yvisible the quanity of fluid j within, or it may be of metal, as preferred. A corresponding seat 8 is formed on a suitable extension 9 of cylinder 1, and another gasket or packing' ring 10 is placed in the seat and upon the upper edge of the wall 6. As the combining-tube 2 is screwed into cylinder 1 both gaskets are compressed and tight joints are made with the wall ofV the floatchamber. Vhile l have illustrated a iioat and chamber and prefer to employ such devices to maintain a constant level of gasolene, they are not absolutely essential. Any suitable contrivances adapted to serve the gasolene to the ducts might be used -with my invention.

As customarily fashioned the combiningtube 2 has a relatively constricted portion immediately below the ducts 11, and the upper mouths of the ducts open through an interior shoulder 12, and from the shoulder up the diameter ofthe tube is increased. The ducts 'incline downwardly and outwardly, and their lower mouths, located about midway of the depth of thetloat-chamber leave a considerable depth of gasolene beneath for accumulated water and impurities. The broken line r/ e marks themean level of the pure gasolene. Combi ning-tube 2 opens at the bottom inte an air-receiver13, and aheater 14, that may be connected with the exhaust, is arranged to heat receiver 13 and air passing through it. An air-pipe 15, opening into the receiver, also opens into the connection 16, joined to and constituting a continuation of cylinder 1. Through connection 16 air is drawn to the receiver and combining-tube and to the diluting-valve also.

lithin the cylinder 1, first mentioned, the

working parts of my invention are located.

No. 17 designates the conical throttle-valve seat, having its base-ring 18 situated and secured in the interior annular shoulder 19 of the cylinder. A correspondingly conical rotary throttle-valve 20 (see Figs. 2 and 3) tits the seat internally, and both valve and seat have any convenient number of registering shown in broken lines in Fig. 6 as formed on i the front of the operating-ring 25, which meets the baseaing of the valve edge to edge, as drawn in Fig. 1. 1n a recess 25" of suit- A bushing 21 isV able size and pivotally attached to the ring is the operating bellcrank lever 26, the normal position of which, as illustrated in Fig'. 6, against one end of recess 25u is maintained by a C-spring 27. The pivot screw securing the lever to the lug 28 of the operating-ring is marked 29, Fig. 4.

The diluting' 0r puppet valve 30 is centrally located, as shown, and is provided with a seat 31, formed inthe diaphragm 32 of the interior fitting 33. Valve 30 is loose upon rod 34, which has a head 35 and threaded end 36, and between the head and valve a spiral spring 37 encircles the rod and constantly tends to press the valve toward its seat. Normally valve 30 is unseated to a predetermined extent intended to pass diluting-air in amount necessary at average speed or thereabout. To keep the valve properly unseated, it is acted upon either directly or through the interposed washer 38, Fig. 1, by a sleeved plunger orvalve-stop 39, reciprocative in the hollow guiding-cylinder 40 and governed by a spiral spring 41, which overcomes spring 37. Spring41 is compressed between the shoulder 42 of the plunger and the bottom or head 43 of the guide-cylinder by nut 44 and jam-nut 45 outside guide 40 on the threaded end 46 of the plunger-sleeve. The nuts therefore make it practicable to unseat valve 8O to the extent required. Rod 34 is adjusted by nut 47 against the outer end of the plunger-sleeve, and all the nuts are accessible through the open end of connection 16.

In Fig. 1 it is shown that a pivoted angular lever 48 has its lower end engaged by a slot 49 in the valveestop 39, and it is believed to be clear that if the upper end of lever 48 is depressed the valve-stop will be moved to the right, and spring 37 will seat the valve. This operation takes place on starting the engine by turning the operating-ring to the right until the cam-lug 50, Fig. 3, encounters and turns down lever 48. Here it will be noted that the stop 51, (see Figs. 2 and 8,) projecting interiorly from the stationary conical valve-seat 17, passes into a groove 52 on the outside of one of the divisions of valve 20 and permits the turning of the valve to the right past its maximum open position. Valve 3() seats and the ports of the throttle-valve are partly closed. All air must now come in by way of combining-tube 2, which being relatively small enables the operator to cause a suflicient partial vacuum when turning the motor over comparatively slowly by hand to draw in gasolene enough for a start. When the motor has started, the lever is moved to the left, opening the throttle to its maximum or less, as desired. To stop the engine, lever 26 is turned to the left until stop 51 meets the approaching division of the valve at the point marked A. Further movement of the operating-ring 25 is arrested; but lever 26 may by additional pressure be turned on pivot-screw 29, closing C-spring and raising the lower end IOO IIO

IIS

of the lever against the upper end of lever i8 and lifting it into' the recess 53, formed to receive it in operating-ring' 25. (See Fig. 1I.) The lower end of lever 48 is thus forced forward, and valve 30 moved farther from its scat, increasing largely the path to outside air. All ports of the throttle-valve are now closed but the permanently-open slow port 22. The air exhausted by the iinal movements ot' the engine through the slow port is almost instantly supplied through the widely-opened diluting valve, and the little difference in pressure does not cause the gasolene to enter tube i2 to be wasted unused.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In a carburetor, the combination oi' devices for spraying gasolene, a diluting-valve normally unseatcd and held yieldingly, and means for seating said diluting-valve.

. 2. In a carbureter, the combination with devices for spraying gasolene, of a dilutingvalve normally unseatcd and held yieldingly, means tor seating said diluting-valve, and contrivances adapted to move said valve from its normal unseatcd position whereby additional -air is admitted.

3. In a carbu1'eter,tl1e combination of adiluting-valve normally unseatcd and held yieldingly, adjusting devices constructed to vary the distance between said valve and its seat, and means for seating the valve.

4C. In a carbureter. the combination of a diluting-valve normally unseatcd and held yieldingly, adjusting devices constructed to vary the distance between said valve and its seat, means for seating the said valve, and contrivances adapted to move said valve from its normal unseatcd position whereby additional air is admitted.

5. In a carbureter, the combination of a throttle-valve, an operating-lever connected with the valve, a diluting-valve, and contrivances actuated by the said lever and arranged to move said diluting-valve from its seat.

6. In a carbureter, the combination of a throttle valve having a permanently open slow port, an operating-lever connected with the said valve, a diluting-valve, and contrivances actuated by the said lever upon closing the throttle-valve and arranged to move said diluting-valve from its seat.

7. In a carbureter, the combination of a throttle valve having a permanently open slow port, an operating-lever connected with the said valve, a diluting-valve normally unseated and held yieldingly, valve-operating devices actuated by moving said lever in one direction and adapted to seat said dilutingvalve, said valve-operating devices being operated by said lever and arranged to move said diluting-valve from its seat when the lever is turned oppositely.

8. In a carbureter, the combination of a rotary conical throttle-valve and iiXed seat having a permanently-open slow port, an operating-ring connected with said valve, means whereby said ring can be moved Jfrom the exterior, a (.liluting-valve held yieldingly, and devices actuated by the movement of said operating-ring and arranged to seat said diluting-valve.

9. In a carbureter, the combination of a rotary conical throttle-valve and fixed seat having a permanently-open slow port, an operating-ring connected with said valve, a diluting-valve normally unseatcd and held yieldingly, valve-operating devices actuated by the movement of said operating-ring and arranged to seat said diluting-valve, means whereby said ring can be rotated from the exterior, said devices being' actuated by said ring-rotating means and arranged to move said diluting-valve from its seat.

10. In a carbureter, the combination of a rotary conical throttle-valve and fixed seat hav.- ing a permanently-open slow port, a stop arresting said valve in one direction at its closed position, an operating -ring connected with said valve, a diluting-valve normally unseatcd and held yieldingly, valve-operating devices actuated by the movement oi: said ring and arranged to seat said diluting-valve, a bell-crank lever pivotally attached to said ring, means for limiting the pivotal movement oi the lever in one direction causing' it to rotate the ring, a spring arranged to partially resist the pivotal movement of said lever in the opposite direction whereby said conical valve is rotated to said stop and extra movement ot' the lever permitted, said lever during its eX- tra movement acting upon said valve-operating devices to move said diluting-valve from its seat.

In testimony whereoil I aliix my signature in presence of two witnesses.

CHARLES M. MOI-ILER.

`Witnesses:

JAMES W. MoKnLvY, GLAUD BA1-mns.

IOO 

